JPS58170821A - Direct injection type diesel engine - Google Patents

Direct injection type diesel engine

Info

Publication number
JPS58170821A
JPS58170821A JP57051048A JP5104882A JPS58170821A JP S58170821 A JPS58170821 A JP S58170821A JP 57051048 A JP57051048 A JP 57051048A JP 5104882 A JP5104882 A JP 5104882A JP S58170821 A JPS58170821 A JP S58170821A
Authority
JP
Japan
Prior art keywords
combustion chamber
fuel
injection
nozzle
wall surface
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP57051048A
Other languages
Japanese (ja)
Inventor
Shogo Saegusa
三枝　省五
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP57051048A priority Critical patent/JPS58170821A/en
Publication of JPS58170821A publication Critical patent/JPS58170821A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/066—Details related to the fuel injector or the fuel spray the injector being located substantially off-set from the cylinder centre axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0675—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space being substantially spherical, hemispherical, ellipsoid or parabolic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0621—Squish flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

PURPOSE:To restrain generation of NOX and contrive improvement of output as well as reduction of fuel consumption rate by a method wherein a fuel injection nozzle is provided with two injection ports and the injecting directions of the injection ports are designed so as to have specified directions. CONSTITUTION:The fuel injection nozzle 4 is arranged at a position eccentric with respect to the center line of a substantially spherical combustion chamber 2 formed at the top surface of a piston 1. The fuel injection nozzle 4 is provided with two injection ports and the injection direction 5 of one injection port is designed so as to be a substantially tangential line with respect to the wall surface of the combustion chamber 2 while the injecting direction 6 of the other injecting port is designed so as to be a direction passing the vicinity of the center line of the combustion chamber 2. The fuel in the injecting direction 6 is evaporated in the inner space of the combustion chamber 2 and is ignited, therefore, the delay of ignition may be shortened. The fuel in the injection direction 5 is spread over the wall surface like a film and the evaporation thereof is promoted, therefore, ignition and combustion thereof may be effected rapidly. In such manner, the improvement of the output as well as the fuel consumption rate may be contrived under restraining the generation of NOX.

Description

【発明の詳細な説明】 本発明は直噴式ディーゼル機関に関する。[Detailed description of the invention] The present invention relates to a direct injection diesel engine.

従来の直噴式ディーゼル機関としては、例えば第１図（
特公昭３１−１０７０２号公報参照）に示すようなもの
がある。これについて説明すると、圧縮行程中にピスト
ン１の上昇に伴ない、ピストン１の頂面に凹設した略球
状の燃焼室（キャビティ）２に空気が流入して、燃焼室
２内にスワールＳが形成され、上死点近傍においてシリ
ンダヘッド３に取付けられた燃料噴射ノズル４から燃焼
室２の壁面に対し略接線方向に燃料が噴射される。For example, a conventional direct injection diesel engine is shown in Fig. 1 (
(See Japanese Patent Publication No. 31-10702). To explain this, as the piston 1 rises during the compression stroke, air flows into the approximately spherical combustion chamber (cavity) 2 recessed in the top surface of the piston 1, and a swirl S is created in the combustion chamber 2. Fuel is injected approximately tangentially to the wall surface of the combustion chamber 2 from a fuel injection nozzle 4 attached to the cylinder head 3 near the top dead center.

噴射された燃料は燃焼室２の壁面に衝突して、該壁面に
フィルム状に広がり、順次蒸発して空気と混合すること
により着火し、スワールＳに沿って流動しながら燃焼す
る。この様な燃焼形態を有することから、熱発生率のピ
ークが低くなり、また燃焼期間も長くなることからＮＯ
ｘの生成を低く抑えることができる。The injected fuel collides with the wall surface of the combustion chamber 2, spreads on the wall surface in the form of a film, sequentially evaporates, mixes with air, ignites, and burns while flowing along the swirl S. Because of this type of combustion, the peak heat release rate is low and the combustion period is long, so NO
The generation of x can be suppressed to a low level.

しかしながら、このような従来の直噴式ディーゼル機関
にあっては、燃料噴射ノズルから噴射された燃料を全て
燃焼室壁面上にフィルム状に広げる様にし、順次燃料を
蒸発させて空気と混合し、スワールに沿って流動させつ
つ燃焼させる様になっていたため、ＮＯｘは低減される
ものの、燃焼が緩慢となるため、出力の低下や燃料消費
率の悪化を招き、また強いスワールを必要とすることか
ら吸気ボート等により強いスワールを生成させる必要が
あり、容積効率が低下して出力が得られないという問題
点があった。However, in such conventional direct injection diesel engines, all the fuel injected from the fuel injection nozzle is spread in a film on the combustion chamber wall surface, and the fuel is sequentially evaporated and mixed with air, creating a swirl. Although NOx was reduced, combustion was slow, leading to a decrease in output and fuel consumption rate, and a strong swirl was required, which reduced the intake air flow. There was a problem in that it was necessary to generate a stronger swirl by the boat, etc., and the volumetric efficiency was lowered, making it impossible to obtain output.

本発明はこのような従来の問題点を解決することを目的
としてなされたもので、燃料噴射ノズルを２噴孔とし、
一方の噴孔の噴射方向を燃焼室の壁面に対し略接線方向
に設定し、他方の噴孔の噴射方向を燃焼室の中心線の近
傍を通過する方向に設定することにより、ＮＯｘの発生
を抑えながらも、出力の向上と燃料消費率の低減とを図
り得るようにしたものである。The present invention was made with the aim of solving these conventional problems, and includes a fuel injection nozzle with two injection holes,
By setting the injection direction of one nozzle hole to be approximately tangential to the wall surface of the combustion chamber, and setting the injection direction of the other nozzle hole to pass near the center line of the combustion chamber, the generation of NOx can be suppressed. This makes it possible to improve the output and reduce the fuel consumption rate while suppressing the fuel consumption.

以下、本発明を図面に基づいて説明する。Hereinafter, the present invention will be explained based on the drawings.

第２図は本発明の一実施例を示している。FIG. 2 shows an embodiment of the invention.

構成を説明すると、ピストン１の頂面に略球状の燃焼室
２が凹設され、シリンダヘッド３には燃焼室２の中心線
に対し偏心した位置に燃焼室２内に燃料を噴射するため
の燃料噴射ノズル４が取付けられる。To explain the structure, a substantially spherical combustion chamber 2 is recessed in the top surface of a piston 1, and a cylinder head 3 has a cylinder located eccentrically with respect to the center line of the combustion chamber 2 for injecting fuel into the combustion chamber 2. A fuel injection nozzle 4 is attached.

ここで、燃料噴射ノズル４は２噴孔とし、一方の噴孔の
噴射方向５を従来と同じく、燃焼室２に形成されるスワ
ールＳの方向に沿い、噴射された燃料が燃焼室２の壁面
に衝突したのち燃焼室２の壁面上にフィルム状に広がり
得る方向、即ち燃焼室２の壁面に対し略接線方向に設定
しである。また、他方の噴孔の噴射方向６を燃焼室２の
中心線の近傍を通過する方向に設定しである。Here, the fuel injection nozzle 4 has two injection holes, and the injection direction 5 of one of the injection holes is along the direction of the swirl S formed in the combustion chamber 2, as in the conventional case, so that the injected fuel is directed to the wall surface of the combustion chamber 2. It is set in a direction in which it can spread like a film on the wall surface of the combustion chamber 2 after colliding with the wall surface of the combustion chamber 2, that is, in a substantially tangential direction to the wall surface of the combustion chamber 2. Further, the injection direction 6 of the other nozzle hole is set in a direction passing near the center line of the combustion chamber 2.

次に作用を説明する。Next, the action will be explained.

圧縮行程では、ピストン１の上昇に伴ない空気が燃焼室
２内に流入する。この際、吸気行程中に図示しない吸気
ボート等の手段により生成された吸入スワールに起因す
るスワールＳが燃焼室２内にも生成される。During the compression stroke, air flows into the combustion chamber 2 as the piston 1 rises. At this time, a swirl S is also generated within the combustion chamber 2 due to the intake swirl generated by means such as an intake boat (not shown) during the intake stroke.

圧縮上死点近傍では、燃料噴射ノズル４から燃焼室２内
へ前記２つの方向５，６に燃料が噴射される。ここにお
いて、噴射方向５に噴射された燃料は、燃焼室２の壁面
に衝突した後、該壁面上にフィルム状に広がり、順次蒸
発して空気と混合し、着火して、スワールＳに沿って流
動し、燃焼する。Near compression top dead center, fuel is injected from the fuel injection nozzle 4 into the combustion chamber 2 in the two directions 5 and 6. Here, the fuel injected in the injection direction 5 collides with the wall surface of the combustion chamber 2, spreads on the wall surface in the form of a film, sequentially evaporates, mixes with air, ignites, and moves along the swirl S. It flows and burns.

また、噴射方向６に噴射された燃料は、燃焼室２内空間
で蒸発し、空気と混合して着火し、燃焼する。Further, the fuel injected in the injection direction 6 evaporates in the internal space of the combustion chamber 2, mixes with air, ignites, and burns.

従って、噴射方向６に噴射された燃料は、燃焼室２内空
間で速やかに蒸発し、空気と混合して着火することから
、着火遅れ期間は短かくなる。Therefore, the fuel injected in the injection direction 6 quickly evaporates in the interior space of the combustion chamber 2, mixes with air, and ignites, thereby shortening the ignition delay period.

これに対し、噴射方向５に噴射された燃料は燃焼室２壁
面に衝突して広がり、順次蒸発して後に着火することか
ら着火遅れ期間が長くなる傾向にある。しかし、噴射方
向６に噴射された燃料が速やかに着火し燃焼しているた
め、それにより、噴射方向５に噴射された燃料により形
成された燃焼室２の壁面上の燃料フィルムが、輻射熱等
で加熱され、蒸発が促進されることにより速やかに燃焼
し得る。On the other hand, the fuel injected in the injection direction 5 collides with the wall surface of the combustion chamber 2, spreads, evaporates sequentially, and ignites later, so the ignition delay period tends to become longer. However, since the fuel injected in the injection direction 6 quickly ignites and burns, the fuel film on the wall of the combustion chamber 2 formed by the fuel injected in the injection direction 5 is damaged by radiant heat, etc. It can burn quickly by being heated and promoting evaporation.

一方、単項孔で噴射方向６のみに燃料を噴射するように
した場合は、着火遅れが短縮され、速やかに燃焼するも
のの、排気中のＮＯｘが増加し、また、火炎が燃焼室２
の中心部に集まる所謂サーマルピンチ現象を起して燃焼
が悪化してしまう。On the other hand, if the fuel is injected only in the injection direction 6 using a single hole, the ignition delay will be shortened and combustion will occur quickly, but NOx in the exhaust will increase and the flame will not reach the combustion chamber 2.
This causes a so-called thermal pinch phenomenon in which the thermal energy gathers in the center of the fuel, worsening combustion.

従って、噴射方向を上記の如き２方向とすることにより
、即ち、燃焼室２内の空間で蒸発させて燃焼させる形態
のものと、燃焼室２の壁面から蒸発させて燃焼させる形
態のものとを組合わせることにより、ＮＯｘを低く抑え
ながら、出力の向上や燃料消費率の低減を図り得る。Therefore, by setting the injection direction to two directions as described above, that is, one type that evaporates and burns in the space within the combustion chamber 2, and the other type that evaporates and burns from the wall surface of the combustion chamber 2. By combining them, it is possible to improve output and reduce fuel consumption while keeping NOx low.

尚、この実施例においては、噴射方向５のシリンダ下面
に対する下向き角β１と、噴射方向６に対応する下向き
角β２とを異ならせることにより、空気利用率を高める
ようにしている。In this embodiment, the air utilization rate is increased by making the downward angle β1 of the injection direction 5 with respect to the lower surface of the cylinder different from the downward angle β2 corresponding to the injection direction 6.

第３図には他の実施例を示す。FIG. 3 shows another embodiment.

この実施例は、噴射方向６に対応する燃料噴射ノズル４
の噴孔８の孔径Ｄ２を噴射方向５に対応する燃料噴射ノ
ズル４の噴孔７の孔径Ｄ１より小さくしている。これに
より、噴射方向５に噴射される燃料量が噴射方向６に噴
射される燃料量より常に多（なる様にし、燃焼の主たる
部分を噴射方向５に噴射した燃料に分担させることがで
き、全体としてＮＯｘを低く抑えることが可能となる。In this embodiment, the fuel injection nozzle 4 corresponding to the injection direction 6 is
The hole diameter D2 of the nozzle hole 8 is made smaller than the hole diameter D1 of the nozzle hole 7 of the fuel injection nozzle 4 corresponding to the injection direction 5. As a result, the amount of fuel injected in the injection direction 5 is always greater than the amount of fuel injected in the injection direction 6, and the main part of combustion can be shared by the fuel injected in the injection direction 5, and the overall This makes it possible to keep NOx low.

さらに噴射方向６に噴射される燃料については、噴孔８
の孔径Ｄ２を絞ることにより、燃料の微粒化が促進され
、着火遅れ期間をさらに短縮できる。Furthermore, for fuel injected in the injection direction 6, the nozzle hole 8
By narrowing down the hole diameter D2, atomization of the fuel is promoted and the ignition delay period can be further shortened.

尚、上記２つの実施例では燃料噴射ノズル４としてホー
ルノズルを用いているが、スロソトルノズルに噴孔を付
加した所謂ビントルノズルを用いても、同様の効果が期
待できる。Although a Hall nozzle is used as the fuel injection nozzle 4 in the above two embodiments, the same effect can be expected even if a so-called Bintle nozzle, which is a Throat nozzle with an injection hole added thereto, is used.

以上説明したように本発明によれば、ピストンの頂面に
形成された略球状の燃焼室の中心線から偏心した位置に
配設される燃料噴射ノズルを２噴孔とし、一方の噴孔の
噴射方向を燃焼室の壁面に対し略接線方向に設定し、他
方の噴孔の噴射方向を燃焼室の中心線の近傍を通過する
方向に設定したため、前記他方の噴孔より噴射された燃
料は燃焼室内空間で蒸発し、着火するため、着火遅れは
短縮される。そして、前記一方の噴孔より噴射された燃
料は壁面にフィルム状に広がり、順次蒸発して着火燃焼
するが、この時点ではすでに燃焼室内において着火燃焼
が行なわれているので、蒸発が促進され、着火、燃焼が
速やかに行なえる。このため、ＮＯｘの発生を抑えつつ
、出力の向上や燃料消費率の改善を図ることが可能とな
る。As explained above, according to the present invention, the fuel injection nozzle arranged at a position eccentric from the center line of the approximately spherical combustion chamber formed on the top surface of the piston has two injection holes, and one injection hole has two injection holes. Since the injection direction was set to be approximately tangential to the wall surface of the combustion chamber, and the injection direction of the other nozzle hole was set to pass near the center line of the combustion chamber, the fuel injected from the other nozzle hole was Since it evaporates in the combustion chamber and ignites, the ignition delay is shortened. Then, the fuel injected from the one nozzle hole spreads in a film on the wall surface, evaporates sequentially, and ignites and burns, but at this point, ignition and combustion are already taking place in the combustion chamber, so evaporation is accelerated. Can ignite and burn quickly. Therefore, it is possible to improve the output and fuel consumption rate while suppressing the generation of NOx.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図（Ａ）、　　（Ｂ）は従来例を示す機関要部の断
面図及びピストン頂面の平面図、第２図（Ａ）。 （Ｂ）は本発明の一実施例を示す機関要部の断面図及び
ピストン頂面の平面図、第３図（Ａ）、　　（Ｂ）は他
の実施例を示す機関要部の断面図及びピストン頂面の断
面図、さらに第３図（Ｃ）は同図（Ａ）のＸ矢視図であ
る。 １・・・ピストン　　２・・・燃焼室　　３・・・シリ
ンダヘッド　　４・・・燃料噴射ノズル　　５．６・・
・噴射方向　　７．８・・・噴孔 特許出願人　　日産自動車株式会社 代理人　　弁理士　笹　島　富二雄FIGS. 1(A) and 1(B) are a sectional view of the main parts of the engine and a plan view of the top surface of the piston, showing a conventional example, and FIG. 2(A). (B) is a cross-sectional view of the main part of the engine and a plan view of the top surface of the piston showing one embodiment of the present invention, and FIGS. A sectional view of the top surface of the piston, and FIG. 3(C) is a view taken along the X arrow in FIG. 3(A). 1... Piston 2... Combustion chamber 3... Cylinder head 4... Fuel injection nozzle 5.6...
・Injection direction 7.8... Nozzle hole patent applicant Nissan Motor Co., Ltd. agent Patent attorney Fujio Sasashima

Claims (1)

【特許請求の範囲】[Claims] ピストンの頂面に略球状の燃焼室を凹設し、その中心線
に対し偏心した位置に燃料噴射ノズルを配設した直噴式
ディーゼル機関において、前記燃料噴射ノズルを２噴孔
とし、一方の噴孔の噴射方向を前記燃焼室の壁面に対し
略接線方向に設定し、他方の噴孔の噴射方向を前記中心
線の近傍を通過する方向に設定したことを特徴とする直
噴式ディーゼル機関。In a direct injection diesel engine in which a substantially spherical combustion chamber is recessed in the top surface of the piston and a fuel injection nozzle is arranged eccentrically with respect to the center line of the combustion chamber, the fuel injection nozzle has two injection holes, one of which has two injection holes. A direct injection diesel engine, characterized in that the injection direction of one nozzle hole is set substantially tangential to the wall surface of the combustion chamber, and the injection direction of the other nozzle hole is set in a direction passing near the center line.
JP57051048A 1982-03-31 1982-03-31 Direct injection type diesel engine Pending JPS58170821A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57051048A JPS58170821A (en) 1982-03-31 1982-03-31 Direct injection type diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57051048A JPS58170821A (en) 1982-03-31 1982-03-31 Direct injection type diesel engine

Publications (1)

Publication Number Publication Date
JPS58170821A true JPS58170821A (en) 1983-10-07

Family

ID=12875912

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57051048A Pending JPS58170821A (en) 1982-03-31 1982-03-31 Direct injection type diesel engine

Country Status (1)

Country Link
JP (1) JPS58170821A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63167023A (en) * 1986-12-27 1988-07-11 Isuzu Motors Ltd Combustion chamber of direct injection diesel engine
US4800855A (en) * 1986-10-20 1989-01-31 Elsbett L Spontaneous-combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4800855A (en) * 1986-10-20 1989-01-31 Elsbett L Spontaneous-combustion engine
JPS63167023A (en) * 1986-12-27 1988-07-11 Isuzu Motors Ltd Combustion chamber of direct injection diesel engine

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